Professional Documents
Culture Documents
An absorbing dynamometer acts as a load that is driven by the prime mover that i
s under test (e.g. Pelton wheel). The dynamometer must be able to operate at any
speed and load to any level of torque that the test requires.
Absorbing dynamometers are not to be confused with "inertia" dynamometers, which
calculate power solely by measuring power required to accelerate a known mass d
rive roller and provide no variable load to the prime mover.
An Absorption dynamometer is usually equipped with some means of measuring the o
perating torque and speed.
The dynamometer's Power Absorption Unit absorbs the power developed by the prime
mover. The power absorbed by the dynamometer is converted into heat and the hea
t is generally dissipated into the ambient air or transferred to cooling water w
hich is dissipated into the air. Regenerative dynamometers, in which the prime m
over drives a DC motor as a generator to create load, make excess DC power and p
otentially, using a DC/AC inverter, can feed AC power back into the commercial e
lectrical power grid - where the power produced is eventually converted back int
o heat (as in an oven or light bulb, etc.).
Absorption dynamometers can be equipped with two types of control systems to pro
vide different main test types.
Constant Force
The dynamometer has a "braking" torque regulator, the PAU (Power Absorption Unit
) is configured to provide a set braking force torque load while the prime mover
is configured to operate at whatever throttle opening, fuel delivery rate or an
y other variable it is desired to test. The prime mover is then allowed to accel
erate the engine through the desired speed or rpm range. Constant Force test rou
tines require the PAU to be set slightly torque deficient as referenced to prime
mover output to allow some rate of acceleration. Power is calculated based on t
orque x rpm / 5252 + calculated power required for the acceleration rate that oc
curred.
Constant Speed
If the dynamometer has a speed regulator (human or computer), the PAU provides a
variable mount of braking force (torque) that is necessary to cause the prime m
over to operate at the desired single test speed or rpm. The PAU braking load ap
plied to the prime mover to can be manually controlled or determined by a comput
er. Most systems employ eddy current, oil hydraulic or DC motor produced loads b
ecause of their linear and quick load change ability.
Power is calculated based on torque x rpm / 5252.
A motoring dynamometer acts as a motor that drives the equipment under test. It
must be able to drive the equipment at any speed and develop any level of torque
that the test requires. In common usage, AC or DC motors are used to drive the
equipment or "load" device.
In most dynamometers power (P) is not measured directly; it must be calculated f
rom torque (τ) and angular veloci y (ω) values or force (F) and linear veloci y
(v):
or
here
P is he poer in a s
τ is he orque in ne on me res
ω is he angular veloci y in radians per second
F is he force in ne ons
v is he linear veloci y in me res per second
Division by a conversion cons an may be required depending on he uni s of meas
ure used.
For imperial uni s,
here
Php is he poer in horsepoer
τlb•f is he orque in pound-fee
ωrpm is he ro a ional veloci y in revolu ions per minu e
For me ric uni s,
here
PkW is he poer in kiloa s
τN•m is he orque in ne on me res
ωrpm is he ro a ional veloci y in revolu ions per minu e
De ailed dynamome er descrip ion
Dyno graph 1
Dyno graph 2
A Brake dynamome er applies variable load on he Prime Mover (PM) and measures
he PM's abili y o move or hold he rpm as rela ed o he "braking force" applie
d. I is usually connec ed o a compu er hich records he applied braking orqu
e and calcula es he poer ou pu of he engine based on informa ion from a "loa
d cell" or "s rain gauge" and rpm (speed sensor).
An Iner ia dynamome er provides a fixed iner ial mass load and calcula es he po
er required o accelera e ha fixed, knon mass and uses a compu er o record
rpm and acc. ra e o calcula e orque. The engine is generally es ed from some
ha above idle o i s maximum rpm and he ou pu is measured and plo ed on a gr
aph.
A Mo oring dynamome er provides he fea ures of a Brake dyne sys em, bu in addi
ion, can "poer" (usually i h an AC or DC mo or) he Prime Mover (PM) and allo
es ing of very small poer small ou pu s. Example, duplica ing speeds and loa
ds ha are experienced hen opera ing a vehicle raveling donhill or on/off h
ro le opera ions.
There are essen ially 3 ypes of dynamome er es procedures
1. S eady S a e (only on brake dynamome ers), here he engine is held a a
specified rpm (or series of usually sequen ial rpms) for a desired amoun of i
me by he variable brake loading as provided by he PAU (poer absorber uni ).
2. Seep Tes (on iner ia or brake dynamome ers), here he engine is es e
d under a load (iner ia or brake loading), bu alloed o "seep" up in rpm in a
con inuous fashion, from a specified loer "s ar ing" rpm o a specified "end"
rpm.
3. Transien Tes (usually on AC or DC dynamome ers), here he engine poe
r and speed are varied hroughou he es cycle. Differen es cycles are used
in differen jurisdic ions. Chassis es cycles include he US ligh -du y UDDS,
HWFET, US06, SC03, ECE, EUDC, and CD34. Engine es cycles include ETC, HDDTC,
HDGTC, WHTC, WHSC, and ED12.
Types of Seep Tes s:
1. Iner ia Seep: An iner ia dyno sys em ha provides a fixed iner ial mas
s fly heel and compu es he poer required o accelera e he flyheel (load) fro
m he s ar ing o he ending rpm. The ac ual ro a ional mass of he engine or en
gine and vehicle in he case of a chassis dyno is no knon and he variabili y
of even ire mass ill ske poer resul s. The iner ia value of he flyheel is
"fixed", so lo poer engines are under load for a much longer ime and in ernal
engine empera ures are usually oo high by he end of he es , skeing op ima
l "dyno" uning se ings aay from he ou side orld's op imal uning se ings.
Conversely, high poered engines, commonly comple e a common "4 h gear seep" e
s in less han 10 seconds, hich is no a reliable load condi ion as compared
o opera ion in he ou side orld. By no providing enough ime under load, in er
nal combus ion chamber emps are unrealis ically lo and poer readings, especia
lly pas he poer peak, are skeed lo.
1. Loaded Seep Tes s (brake dyno ype) consis of 2 ypes:
1. Simple fixed Load Seep Tes : A fixed load, of someha less han he en
gine's ou pu , is applied during he es . The engine is alloed o accelera e f
rom i s s ar ing rpm o i s ending rpm, varying in i s on accelera ion ra e, de
pending on poer ou pu a any par icular rpm poin Poer is calcula ed using o
rque * rpm / 5252 + he poer required o accelera e he dyno and engine's / veh
icle's ro a ing mass.
2. Con rolled Accelera ion Seep Tes : Similar in basic usage as he above
Simple fixed Load Seep Tes , bu i h he addi ion of ac ive load con rol ha
arge s a specific ra e of accelera ion. Commonly, 20fps/ps is used.
Con rolled Accelera ion Ra e es is ha he acc. ra e used is con rolled from
lo poer o high poer engines and over ex ension and con rac ion of " es dura
ion" is avoided, providing more repea able es s and uning resul s.
In every Seep Tes , here is s ill he remaining issue of po en ial poer readi
ng error due o he variable engine / dyno / vehicle o al ro a ing mass. Many m
odern compu er con rolled brake dyno sys ems are capable of deriving ha "iner
ial mass" value o elimina e he error.
In eres ingly, A "seep es " ill alays be suspec , as many "seep" users igno
re he ro a ing mass fac or and prefer o use a blanke "fac or" on every es ,
on every engine or vehicle. Simple iner ia dyne sys ems aren' capable of derivi
ng "iner ial mass" and are forced o use he same assumed iner ial mass on every
vehicle.
Using S eady S a e es ing elimina es a Seep Tes ro a ing iner ial mass error
, as here is no accelera ion during a S eady S a e es .
Transien Tes Charac eris ics: Aggressive hro le movemen s, engine speed chan
ges, and engine mo oring are charac eris ics of mos ransien engine es s. The
usual purpose of hese es s are for vehicle emissions developmen and homologa
ion. In some cases, he loer-cos eddy-curren dynamome er is used o es one
of he ransien es cycles for early developmen and calibra ion. An eddy cur
ren dyne sys em offers fas load response, hich allos rapid racking of speed
and load, bu does no allo mo oring. Since mos required ransien es s con
ain a significan amoun of mo oring opera ion, a ransien es cycle i h an e
ddy-curren dyno ill genera e differen emissions es resul s. Final adjus men
s are required o be done on a mo oring-capable dyno.
Engine dynamome er